Electropneumatic air-brake system.



J. P. GOSTELLOB.

'ELEGTROPNEUMATIG AIR BRAKE SYSTEM.

APPLICATION FILED APR.1, 1914.

1,1 15,286. Patented Oct. 27, 1914.

2 SHEETS-SHEET 1. I

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WITNESSES IN MN 70!? ATTORNEYS rimtmkl loe J. P. GOSTELLOE.

ELBGTROPNEUMATIG AIR BRAKE SYSTEM.

' APPLICATION FILED APR. 1, 1914.

2 SHEETSSHEET 2.

A TTOR/VEVS Patented Oct. 27, 1914.

"ATEN FFIC.

JOHN PATRICK COSTELLOE, OF MEDICINE HAT, ALBERTA, CANADA.

ELECTROPNEUMATIC AIR-BRAKE SYSTEM.

Specification of Letters Patent.

Patented Oct. 2'7, iota...

Application filed April i, 1914. Serial No. 828,750.

To all whom it may concern:

Be it known that 1, JOHN PATRICK CosfTELLoE, a subject of the King of Great Britain, and a resident of" Medicine Hat, Province of Alberta, andDominion of- Canada,

have invented a new and Improved Electropneumatic Air-Brake System, of which the following is a full, clear, and exact description.

My invention relates to automatic, fluidpressurebrakes in-use on railways.

An object thereof is to provide a simple and flicient electro-pneumati-c brake system which can be easily and at little cost applied to standard automatic fluid brakes, which is automatic in action and uniform in operation and which -w-ill actuate the brakessimultaneously throughout the train.

Another object of the invention is to provide a brake system which will permit the use of the same as astandard pneumatic system or'as an electro-pneumatic system; and the change from one to the other can be made instantaneously.

A further object of the invention is to provide an electroipneumatic air brake system wherein the auxiliary reservoir can be charged from the train pipe during the application of the brakes, thus full emergency pressure is obtained 'at any time after service application.

A further object of the invention is to cause a service application of the brakes in case the pressure in the train pipe falls below .a predetermined danger point due to leakage or any other cause.

A still further object of the inventio'n'is to produce an electro-pneurnatic system which is as flexible as the -.;standard pneumatic system and wherein predetermined and maximum practicable'difiience between service and emergency breaking power is obtained. I I

I attain these objects by the mechanism illustrated diagrammatically in the accompanying drawings forming a part of the specification, in which similar characters of reference indicate corresponding parts in all the views and whereinsystem as applied to a car, and also'sho-wing a portion of the engine equipment and the engineers valve as connected therewith; Fig. 2 is a plan view of the engineers valve provided with an electric control of the system; Fig. 3 is a conductors valveg'and Fig.

valve placed into emergency position when that connection ismade. A further change is made in the conduit from the triple valve to the brake cylinder which is provided with a valve system becoming operable when the triple valve is placed into emergency position by the valve controlling the communi-. cation of the auxiliary reservoir with the train pipe. All of the valves in my system being electro-magnetically controlled, attention is called to the fact that when the system is in operation all the triple valves are placed into emergency position and the brakes are operable by the valve system providedin the conduit from the triple valve to the brake cylinder. 1

Referring to the drawings, the conduit from the train pipe 5 through the triple valve 6 is divided into .two parts 7 and 8 by a differential piston valve 9. An auxiliary conduit 10 leads also from the difierential valve 9 to the auxiliary reservoir 11, to which the triple valve is connected in the customary way. Said auxiliary conduit 10 is provided with a check valve 12 which checks the return 'fiow from the auxiliary to the difi'erential valve 9.

The differential valve 9 comprises a casing 13 within which a piston valve 14 is mounted. The pistons 15 and 16 of said piston valve 14 control the connection of the conduit? with the conduits 8 and 10; while the plst0n'17, which is larger thanthc pistons 15 and 16, is intended as a means for movino the piston valve 14: into the desired position. A piston 18 prevents the escape of the fluid controlling the piston valve '14 through the exhaust bore 19 provided in the stem and leading to the port 20 providiwl magnet 22,- which engages a stem 23 of the valve and on which stem the pistons 24 and 25 are mounted. A resilient member 26 tends to place the piston valve 21 into inoperative posltion. The tension of the spring 26 can be varied by the screw 27 provided in the casing of the valve. The said valve 21 controls the fluid flow from the auxiliary conduit 10 to the full side of the piston 17 in the differential valve 9. A conduit 28 connects the valve 21 to the conduit 10; and conduit 30 connects the full side of the piston 17 to said valve 21. which as shown in Fig. 1, connects the conduit 30 to the atmosphere. The fluid from the auxiliary conduit 10 flows through a conduit 29 on the difi'erential side of the piston 17 and the valve is placed into operative position, thus causing the flow of fluid from the train pipe to the auxiliary conduit 10 and connecting the conduit 8 leading to the triple valve with the atmosphere through the port 20 of the valve, thus setting the triple valve into emergency position, whereby the conduit from the triple valve to the brake cylinder is brought into communication with the auxiliary cylinder 11.

p The conduit from the triple valve 6 to the brake cylinder 31 is formed of a' plurality of parts, of which the part 32 connects the triple valve to a piston valve 33, the pistons 34 of such valve controlling the 'connection of the conduit 32 with a conduit 35,

while the piston 36, positioned at the other end of the piston valve control the connection of the conduit 32 with the conduit 37 leading to an application valve 38. The

piston valve 33 is controlled pneumatically by means of conduits 39 and 40 leading from the opposite ends of the casing of said valve to the conduits 8 and 10. It will be seen from the drawing that when the conduit 8, leading. from the triple valve, exhausts to the atmosphere the conduit 39' will, similarly, communicate with the atmosphere, while fluid will flow into the opposite end of the casing of the piston valve 33 through the conduit 40 which is connected to the auxiliary conduit 10. The reverse will take place when the differential valve 9 is placed to connect the auxiliary conduit 10 to the atmosphere and the conduit 8 of the triple valve to the train pipe.

The casing 41 of the application valve is provided with an elongated port 42 into which the conduit 37 enters. The port 42 is controlled by a piston 43 mounted on a stem 44 engaged in an electro-magnet 45, which clectro-magnet is controllable from the engineers valve 46. A piston 47 is mounted to slide in the casing 41 independent of the piston 43. A stem 48 of the piston 47 engages a perforated partition 49 provided in the casing and which forms a stop limiting the movement of thejpiston 47.

The piston 47' is. pneumatically operated, and its position is controlled by a small piston valve 50 placed in an extension of the conduit 28 leading to the end of the casing 41 adjaceht the partition 49. A part 51 of the conduit, lying between the application valve and the valve 50, is brought into communication with the conduit 28, or with the atmosphere, by means of the pistons 52 of the valve, the valve being operated by a magnet 53. When the electro-magnet is energized, pressure is applied to the piston 47 in the application valve, '5. e., the conduit 51 is in communication with the conduit 28. When the electro-magnet is denergized a spring 54 forces-the valve 50 into inoperative position and brings the conduit 51 into communication with the atmosphere by means of ports 55 provided in thecasing of the valve 50. The piston 43, when the magnet 45 is energized, prevents the flow of the fiuid from the conduit 37 into the conduit 56, which conduit 56 unites with the conduit 35 before entering a release valve 57. The release valve is preferably of the piston type and controlled by an electromagnet 58 normally denergized when the rest of the electro-magnets are energized. A spring 59 maintains the release valve in inoperative position and brings the conduits 56 and 35 into communication with a conduit 60 leading to the brake cylinder.- When pistons 61' of'the valve 57 are forced by the electro-magnet into operative position, the conduit 60 is brought into communication with the atmosphere and, simultaneously, is cut off from the conduits 56 and 35. The communication of the conduit 60 with the atmosphere is established by the provision of ports 62 in the end of the casing of the release valve 57.

The brake cylinder 31 is provided with a release valve 63 which maintains a predetermined pressure within said cylinder, the

excessive pressure in the cylinderescapingthrough the valve 63 into a conduit 64 leading to a casing 65 having a valve-controlled. outlet 66. The valve is raised from its seat by pneumatic pressure applied to a piston 67 carried by the valve and to which the fluid pressure is supplied by the extension of the conduit 51. Thus it will be noted that the valve opening 66 is controlled also by the valve 50 which controls the piston 47 within the application valve. When the conduit 51 is communicating with the atmosphere, that is, cut off from the conduit 28, the valveopening 66 is closed by the spring 68 provided on the valve stem, and thus the fluid passing through the safety valve 63 cannot. escape from the casing 65. The reason for this will appear hereinafter.

The engineers valve 46 is connected to the main reservoir-7 6 by a conduit 69 and to the train pipeby a conduit70. On the engine the train pi e is provided with a pmton valve 71 contro led by an electro-magnet 72. The istons 73 of the valve 71 normally connectto train ipe of the cars w1th the train pipe 5 of the engine, but when the clcctror-Inagnet 72 is energized, the train pipe 5 of the engine is cut ofi' from the train pipe 5, of the cars and a condult 74 s brought into communication wlth the train pipe of the cars. This conduit 74 leads to a feed valve 75, whereby the car tram p pe 18 directly connected to the main reservoir 7 6. From the above it will be seen that a handle 77 of the engineers valve 46 controls the supply of air directly to the brakes attached to t 8 engine, that is, the standard equipment of the engine is not changed. brakes of the cars coupled to the engine, are controllable also by means of said ham d136, which. handle is provided with proper means for establishing or breaking the circuit controllin the electro-magnet which operates the va ve.

The handle 77 is rovided with an insulated member 78 winch carries'a conductor 79 adapted to engage between contacts 80 when the handle 77 is placed into release position One of the contacts 80- is connected by a conductor 81 to a source of electricity 82 provided onthe engine; and the other contact 80 is connected by a conductor 83 to the magnet 58 controlling therelease valve 57. The magnet 58 is also connect'edto the source of electricity by a conductor 84, mak- 55 ing a complete circuit therebetween. l/Vhen the handleis in such a position as shown in Fi 2, a. e., in release position, and the switch 85 on the conductor 81 is closed, the

magnet 58 will be energized, forcing the pistion 61 of the release valve against the sprin 59, thus cuttin oil the communication tween the con uits 56 and 60 and placin the conduit 60 into communication with. t e atmosphere by means of the ports 62, as previously'stated, thus reducing the pressure of the brake cylinder, thereby releasing the brakes. Therefore, it may be remarked that normally when the switch 85 is closed, the electro-magnet 58 is not in the circuit. The engineers valve 46 is also provided with apair of normally engaging con-- tacts 8.6 and 87. One of the contacts .86 is connected to the conductor 81; and the other contact 86 is connected by means of a con- I plicatlon of the brakes, he moves his handle ductor 88. to the electro-magnet 45, the elec tro-magnet 45, in turn, being connected by a conductor 89 to the source of electricity, so

nst53, which is, in turn, connected to-the,

source by a conducten 3 thus Completing el'ectro-magnet 45. force the piston 43 against the piston 47 and uncover a part of the port 42, thus per- ,mitting a flow of fluid from the auxiliary the circuit; and, as it appears, the electromagnet 53 is always in the circuit when the switch 85 is closed.

The electro-magnets 22 and 72 are connected to the wires 81 and 84 and are controllable directly by the switch 85, z. 6., when the switch 85 is closed, the electro-magmte 22 and 72 are energized, whereby the pistons 7 3 of the valve 71 are. forced against the. spring 711 the train pipe of the locomotive is cut ofi' irons the train ipe leading to the car; and the conduit 74 iiiom the main tank is brought into communication with the train pipe of the car. The pistons 24 and. 25 are forced into the position indicated in.

Fig. 1, and thus the conduit 30*is brought into communication with the atmosphere by the ports 92 provided in the casing oii-the valve 21. Thus the pressure at full side of the piston 17 will be reduced, while on the opposite side the existing differential pres.- sure will move the valve 14 to the position indicated in Fig. 1, thus bringing the conduit 7 of the train pipe 5 into communication with the auxiliary conduit 10 leading to the auxiliary reservoir 11. The conduit 8 isbrought into communication with the atmosphere, and therefore the triple valve 6 is placed in" the emergency position. The reduction in pressure in the conduit 8 will cause a; corresponding reduction in pressure at the end of the valve 33 connected with the conduit 8 by the conduit 39, while at the opposite end of the valve the pressure will be increased due to the fact that the conduit" 40 connects the said end to the auxiliary con- .duit 10. This will cause a displacement of pressure will force'the piston 67 against the spring 68 and open" the valve controlling the casing 65. i

When the engineer desires to make an apto the service position, forcing the insulated portion 78- of the handle between thecontacts 86, thus breaking the circuit to the A spring 93 will then reservoir to the brake cylinder and making an application. It will be seen that during this application of the brakes the iauxilieuzy The closing of the lated portion 78 breaks thecontact; 87 but 1 electro-magnet 53, will'be denerg'ized. Thev spring-.54 ofthe valve 50 will force the-pis-- spring 93 to force'the previous to that the contact 86 will be roken by said insulated portion; thereit'ore the electro-magnet 45, as well as the tons 52 of the valve into normal positlon, cutting oil the supply. of, fluid pressure to pistons47 and 67 and reducing the same to the atmospheric pressure, This reduction of ressure on the piston" 17 will permit the iston..43 to its limit position, 2'. a, bring t e piston 47 against the partition 49, thus uncovering. the entire ort 42-. The spring'.68 -will close the exhaustfrom the casing 65. The full 0 ening of the port 42 will permit a large ow of fluid from theauxiliary reservoir into the.

brake cylinder; vand if the" pressure of the air supply to the brake cylinder is higher than t take efi-ect on the brake, assthere'is no escape for the excess of pressure'through the conduit 64:. This provision insures "a positive and rapid application of the brake i i case ofemergency- ..,The releaseof the-brakeis obtained, .as previously described, by bringing the handle to the position indicated in Fig. 2.-

To permit the conductor to apply the brakes independently of the engineer, the

res llhen the switch 85 is open, thesupply of electricity is cut oil from all of the electro-- magnets and they are denergized. The spring 71 will force the pistons 73 of the valve 71 into the normal position, cutting off the conduits 74 from the car train pipe 5 and bringing the train pipe 5 of the engine I into communication therewith, as indicated position indicated in dotted lines'in 'Fig. 1.

in dotted line in Fig. 1. The spring 26- will force the pistons 24 and 25 of the valve 21 into the normal position, bringing the conduit 30 into communication with the auxiliary reservoir. Thus an excess of pressure is applied to the full side of piston 17, causing the. differential valve 16 to move into the 'This displacement of the differential valve will cu't off the supplyof air to the auxiliary reservoir, through the auxiliary conduit 1 connected to the atmyhereby the at for which'the release valve 63- is designed, the fluid pressure'of said air will bore 19 and connect the auxiliary reservoir.

to the train pipe through the conduit 8, i. 6., through the triple valve 6, which is the standard connection. differential valve will cause a change of end pressure in the valve 33 and the same will be moved to the position indicated in dotted This movement of the r line Fig. 1, bringing the conduit 32 into communication with the conduit 35 and conduit .60, and cutting off the conduit '37 1 from the conduit '32. The spring der is above the predetermined pressure at" which the release valve 63 operates as previou'sly described. Therefore, theopenmg of the switch will change the electro-pneumatic system into an ordinary standard pneumatic system. The triple valve will then control the brake systems directly throughithe conausea-e5 and 60 by meansmf the engineers valve-46, as is ordinarily done.

Qn the train pipe of each car there is also provided a pneumatic valve- 99 controllable by the pressure of-thi train pipe which is connected to a'switch 100 provided in the electric co 'ductor 88 leading to the electrojmag'hetglo} and which breaks the circuit to the electro-magnet when thereis a lowering'in pressurein said train pipe below a 54: will place the pistons 52 of the valve in Fig. 1. To insure the proper position of I the release valve when the'standard system .is in use, a pneumatic pressure is supplied in addition to the spring 59 by means of a conduit 101. branching oil from the conduit 39. This insures the position of said valve, as the same i? never supposed to be utilized 4 when the brakes are operated by the reduction of pressure in the train pipe by means of the engineers valve 46. To prevent an accidental displacement of the valve 33 when'an emergency application is made by the standard system, a spring 102 is provided which will maintain the valve 33 in the. position shown in dotted line in Fig. 1 when the standard brake system is employed. The reason for providing said spring is that when an emergency application is made the train pipe is exhausted and,

Gide of the pistons of the valve 33.

The reason for placing the electro-magerore, there will be no pressure on either -nets 45 and 53 in a closed cirmiit is to insure tlie safety of the system, so that if any ra fill ture in the train takes place, an application of the brake will take place when the electro-pneumatic system is in use; but, if dewill in no way affect the brakes unless the pressure in the train pipe falls below a predetermined oint, 'loreaking the circuit to the 'electro-magnet by means of the switch 100. Therefore there will be no drag-.

ging of the wheels due to the application. of the brake, which'ordinarilyoccurs where there is a fluctuation in ressure in the train pipe. It is self-evident that by the electric control, the application and release of the brakes in eachunit ofthe system take place simultaneously, and, as previously stated, the brakes of the engine remain under the control of the standard system.

It is evident that various changes might be vmade and modifications resorted to in the construction and arrangement of the parts described without'rleparting from the spirit and scope of my invention; hence, I do not wish to limit myself to the exact construction shown.

Havingthus described myinvention, I claim as new and desire to secure by Letters Patent:

1. Inan electro-pneumatic brake system, the combination with a train pipe, auxiliayy reservoir, triple valve and brake cylinder, of an electrically-controlled system, including means for connecting the auxiliary reservoir directly to the train pipe and controlling the brakes through the triple valve placed in emergency position.

2. In an electro-pneumatic brake system, the combination with a train pipe, auxiliary reservoir, triple valve and brake cylinder, of an electrically-controlled system comprising, a valve, declare-magnetically controlled, for placing the triple valve into emergency sition and connecting the auxiliary reservoir directly to the train pipe; and an application valve, electroniamietically con trolled, between the triple valve and the brake cylinder.

3. In an electro-pneumatic brake system, the combination with a train pipe, auxiliary reservoir, triple valve and brake cylinder of an electrically-controlled system comprising, a valve, electro-magnetically controlled, for placing the triple valve into emergency position and connecting the auxiliary reservoir directly to the train pipe; an application valve, electro-mag'netically controlled between the triple valve and the brake cylinder; and means associated with said valves whereby sald application valve is brought into operative position when the other valve places the trlple valve nto emergency position.

4. In an electro-pneumaticbrake system, the combination with a tram pipe, aux liary reservoir, triple valve and brass cylinder,

of an electrically-controlled system compris ing a valve, electro-magnetically controlled, for placing the triple valve into emergency position and connectingthe auxiliary reservoir to the train pipe; and an application valve, electro-magnetically controlled, operating the brake through the triple valve when the same is placed in the emergency position by said first mentioned valve.

5.. In an electro pneumatic hralre system, the combination with a train pipe, auxiliary reservoir, triple valve and brake cylinder, of an electrically-controlled system comprising an application valve, electromagnetically controlled, intermediate the triple valve and. the brake cylinder; a valve, else t n-magnetically controlled, for placing the triple valve into emergency position and connecting"- the auxiliary reservoir to the train pipe; and a release valve associated with the vbrake cylinder and electric-magnetically controlled.

- 6. In an eleotro-pneumatic brake system, the combination with a train pipe, auxiliary reservoir, triple valve and brake cylinder, of

an electrically-controlled system comprising an application. valve between the triple valve and the brake cylinder; a valve controlling the connection of the auxiliary reservoir with the train pipe whereby the auxiliary reservoir can be connected tothe train pipe either throughthe triple valve or direct; and a release valve associated with the brake cylinder, all of said valves being electro-magnetically controlled 7. In an electro-pneumatic brake system, the combination with a train pipe, auxiliary reservoir, triple valve and brake cylinder, of an electrically controlled system comprising a pnemnatically-operable valve for. placing the triple valve into emergency positron and connecting the auxiliary reservoir directly tothe train pipe; an electrofmagnetically. operable valve" controlling the first mentioned valve; snap lication valve, electromagneticallycpntroled, between the triple valve and the brake cylinder; and an electro-magnetically controlled release valve intermediate the application valve and the brake cylinder.

8. In an elective-pneumatic brake system, the combination witlt a train pipe, auxiliary reservoir, triple valve and brake cylinder, of an electrically-controlled system comprising an -application valve between the triple.

cylinder and engineers 10. In an electro-pneumatic brake system,

the combination with a train pipe, auxiliary reservoir, triple valve and brake cylinder, of an electrically-controlled system comprising'an application valve between the tri le valve and the brake cylinder; a release va v e between the application valve and the brake cylinder; a Valve between the application valve and triple valve whereby the brake" cylinder may be controlled either by the triple valve or by the application valve; and a valve betweenthe auxiliary reservoir and the train pipe controlling the connection therebetween, the application valve, release valve, and last mentioned valve being operable electro-magnetically.

11. In an electro-pneumatic brake system, the combination with a train pipe, auxiliary reservoir, triple valve and brake cylinder, of

an electrically-controlled system, including means for severing the train pipe of the cars from the train pipe of the engine, and means feeding each of the severed parts of the train pipe independently.

In an electro-pneumatic brake system, the combination with amain reservoir, train pipe, auxiliary reservoir, triple valve, brake valve of an electrically-controlled system, including means for disconnecting the train pipe from the en- .gineers valve and connecting the same to the main reservoir.

13. In an electro-pneumatic brake system, the combination with a main reservoir, train pipe, auxiliary reservoir, triple valve, brake cylinder and' engineers valve of an electrically -controlled system, including an electro-magnetically operable valve positioned in the train pipe for severing the connection of the train pipe from the engineers valve and connecting the same. to the main reservoir. 14. In an electro-pneumatic brake system, thecombination with a main reservoir, train pipe, auxiliary reservoir, triple valve, brake cylinder and engineers valve of an electrically operable valve system controllable from the engineers valve, of an electromagnetically controlled valve in the train pipe between said electrically operable valve ing controllable by mg, an application valve, a valve contro ling the displacement of said application valve whereby a service or emergency application can be made, and electro-magnetlc means for operating said valves.

16. In an electro-pneumatic brake system, the combination with a train pipe, aux liary reservoir, triple valve and brake cylinder of an electrically-controlled system comprlsing an application valve, a valve controlling the serigice and the emergency application of the valve, and means associated with said second valve and the brake cylinder wheretriple valve and brake cylinder by the full pressure of the train pipe can-be applied to the brakes.

17. In an electro-pneumatlc brake system,

the combination with a train pipe, auxiliary reservoir, triple valve and brake cylinder of a relief valve for a brake cylinder wherebya predetermined pressure only can be applied on the brakes of an electrically-controlled system comprising an application valve, a valve controlling the displacement of the application valve; and means associated with the relief valve and controllable by the fourth mentioned valve whereby the pressure of the brake cylinder may 'be raised abovethat controlled by the relief valve.

18. In an electro-pneumatic brake system, the combination with a train pipe, auxiliary reservoir, triple valve and brake cylinder of a relief valve for the brake cylinder adapted to prevent a pressure on the brakes above a predetermined one, of an electrically controlled system compr sing an electromagnetically controlled application valve,

an clectro-magnetically operable valve controlling the displacement of the application valve, and-a valve controlling the exhaust of said relief valve, said exhaust valve be-' said valve controlling the displacement of the application valve and closed when the application valve is permitted to be displaced by said valve to the emergency position.

19. In an electro-pneumatic brake system, the combination of a train pipe, auxiliary reservoir, triple valve, brake cylinder and engineers valve of an electrically controlled system comprising an electro-magnetically controlled valve for placing the triplevalve into emergency position and connecting the auxiliary reservoir directly to the train pipe,

an electrically controllable application valve intermediate the triple valve and the brake cylinder, an electrically controllable release 'iso valve intermediate the application valve and the brake cylinder, and means associated with the-Eengineers valve whereby the ap= plication and release valves are controllable therefrom.

20. In an electro-pneumatic brake system,

the combination of a train pipe, auxiliary plication valve, a second pneumatic valve controllable by the first pneumatic valve and connecting the brake cylinder with either the triple valve or the application valve, and an electro-magnetically co:-

trolled release valve intermediate the appli cation valve and the brake cylinder.

21. In an electro-pneuznatic brake system, the combinationwith a main reservoir, train pipe, auxiliary reservoir, triple valve, brake cylinder and engineers val e of an electrically controlled system comprising an electro-magnetically controlled valve in. the train pipe for connecting the train pipe either to the engineers valve or to the main reservoir, a pneumatically operable valve for connecting the train pipe-either directly to the auxiliary reservoir or to the triple valve, whereloy when the auxiliary reservoir is connected directly to the train pipe the triple valve is placed into emergency position by said valve, an electro-magnetically operable valve controlling the operation of the pneumatically-operable valve, an electro-magnetically-controlled application valve, a second pneumatically operable valve controllable by, the first pneumatic I valve for connecting or disconnecting said application valve from the brake cylinder,

an electro-rnagnetically-operable valve controlling tlie displacement of the application valve, and an electro-magnetically-controlled release valve, said release valve, application valve and valve controlling the displacement of the application valve being controllable from the engineers valve.

22. In an electro-pneurnatic brake system, the combination with a main reservoir, train pipe, auxiliary reservoir, triple valve, brake cylinder and engineers valve of an electrio-ally controlled system comprising an electro-inagnetically-controlled valve positioned in the train pipe whereby the train pipe may be connected either to the engineers valve or to the main reservoir, an

electro magnetically-controlled valve for feeding the auxiliary reservoir directly from the train pipe or through the triple valve whereby when said auxiliary is fed directly the triple valve is placed in the emergency position, an electro magnetically operable application valve intermediate the triple valve and the brake cylinder, and an electromagnetically-controllable release valve intel-mediate the application valve and the brake cylinder, said application'valve and release valve beingoperahle from the em gineers valve.

- ln testimony whereof I have signed my copies of. this patient may he obtained for five cents each, by addressing the Commissioner of l atenta.

Washington, I). G." 

